Railroad car refrigeration



Aug. 13, 1940. G. M. BRUSH- RAILOAD CAR REFRIGERATION Filed oct. 5, l1954 2 sheets-sheet 1 INVENTOR.

EAHA/v( M. Bleus/4, BY M 5L! ATTORNEY G. M. BRUSH RAILROAD CAR REFRIGQRATION Aug. 13,`194o.

2 sneetysneetz Filed Oct. 5, 1954 y is Federated Aug, E3?, 1940 I Y NEED STATES `AEfl FICE Y 2,210,896 RAILROAD CAR REFRIGERATION l Graham Manvel Brush, Greenwich, Genn. Application October 5, 1934, Serial No. '147,025 6 Claims. (Cl. 62-11'7) This invention relates to the preservation of `frigerant from a centralstation to a plurality produce and perishable merchandise, and more of apparatus units or container ,means located particularly to the conditioning of air in freight on the freight cars or other vehicles. The cars, cars or other containers, cargo space of boats, and .or the like, are suitably equipped to accommodate interior storage areas of vehicles generally.. I brine tanks within which removable units may be 5 The general object of the invention is to propositioned. Removable conduits connect the vide a system of air condit'oning for railroad units to the central station in order to complete trains in which conditioning apparatus may be a. refrigerant circuit between `the units and the -readily removably positioned within adesignated central station. If desired, instead of utilizing 1u space in a freight car for the purpose of prounits for cooling brine or the like in the tanks, 10

ducing and maintaining controlled atmospheric the brine may be pumped directly from the cenconditions best suited for the preservation of tral station tothe tanks to supply desired refrigproduce or other merchandisecarried in the car. erating effect fOr Cooling the Cars.

The cars are not only adapted readily to accom- A feature of the invention resides in the promodate air conditioning apparatus, preferably of vision of a removable unit adapted to control the 15 the unit type, which may easily be installed on temperature of the car, humidity conditions in and removed from the car, but are also equipped the car, and air movement in the car,`thus en with means for linking the apparatus on each abling a shipper to be assured of the maintenance car with a refrigerant source located on the train of optimum conditions in the car requisite for in a master car or the like, remote from the in' preservation of particular kinds of produce or 20- dividual freight cars. Consequently, as addimerchandise shipped. Y. tional freight cars are added to the train, they Another feature of the invention resides in the are equipped with the necessary removable conprovision of linking means whereby certain cars ditioning apparatus, whereas, ,at destination or of a series may be served by a refrigeration metransfer points, when cars are cut out of the dium from a master car, although intermediate train, the conditioning apparatus of such cars cars inv the series, which link the served cars, may be removed therefrom, thus releasing the will remain unaffected. apparatus for service in other cars. The space lAnother feature of the invention resides in in each of the cars in which the apparatus is the provision of a central refrigeration station o adapted to be accommodated, may also be used as on a boat in combination with a plurality of rean ice bunker or the like, so that upon the removable conditioning units adapted to be readilymoval of the apparatus, as for example, when a installed upon and removed from vdiierent cars car is shunted to a. branch line whose trains do or containers placed at a plurality of differentv not include a master car, such space may be points in the cargo space of the boat.

loaded with ice, solid carbonic, orv the like, s0 Another ,feature provides for supplying liquid 35 that continued refrigeration in the car may be refrigerant from a central station to a plurality carried on. of movable cars or containers adapted to be Another object of the invention is to provide a differently positioned within a given area at an system. of air conditioning for railroad cars loaded infinite number of points within the area.

upon a boat for transit over water routes. The Other features provide for supplying refrig- 40 IND o CSIS, prior 01' SllbSBquent t0. embarcation. Will be erant from a single source, but at a wide range of equipped with removable air conditioning apdesired temperatures to a plurality of points reparatus. This apparatuspreferablyinunit form, mote from the source; provide for varying not may be Suspended from the roof of a car or may only the temperature of the medium, but its use suitably be positioned'through a hatch thereof, orin al series of cars or in individual Cars whereby 45 may be removably secured to a Wan or the Hoor predetermined Aatmospheric conditions in the of the car. Acentral refrigeration station on the cars Wm be maintained despite uctutions m lilsg lregvglghmalgiti:Eby E :le atmospheric conditions outsidethe car or in load 'appaats in each cm, will be supplied with a conditions within the car. 'I 'hese and other fea- 50 suitable refrigerant such as cold Water, brine tures making for economy in rst and operating or the like and wm also be linked to a Source costs, iiein'bilityin meeting trame requirements, of power for operating' the motors and controls, and pactabillty in its applicati@ t0 2f Wide if any, used in connection with the apparatus. Variety 0f uses, will be more apparent from the 559 A further object provides for supplying refollowing detailed description of one form of the invention, to be read in connection with the accompanying drawings, in which:

Fig. 1 illustrates, diagrammatically, a train to which the invention is applied;

Fig. 2 illustrates, diagrammatically, a boat similarly equipped;

Fig. 3 shows a master car .adapted to supply refrigerant to a series of cars in a train in which the master car is located;

Fig. 4 shows a freight car in which a unit may be removably positioned and to which refrigerant may be suitably supplied from the master car; and

Fig. 5 illustrates one form of applicants invention applied to a brine car.

Considering the drawings, similar designations referring to similar parts, numeral 5 (Fig. 1) designates a master car equipped with a suitable refrigeration plant and accessories for supplying cooling medium to cars 1 throlwh supply and return conduits 8 and 9. A unit conditioner I0 is removably positioned in each of cars 1 and lreadily connected to and disconnected from conduits 8 and 9 and suitable power supply lines. Similarly, in Fig. 2, where the invention is shown utilized on a boat Il, a central station refrigeration plant I2 serves a plurality of enclosures, which, as illustrated, are in this case a series of freight cars which have been loaded upon the boat. It should be understood that although only the refrigerant conduits are shown, electrical conduits served, for example, by aA generator in the master. car, or 1n the central station on the boat, may similarly be provided for supplying' power to the individual cars. As shown on Figs. 2, 3 and 4, electrical conduits I3 and I4 serve the individual cars 1, as do refrigerant supply conduits 8 and 9. While electrical power will usually be required for operatinf,T pumps-motors, controls and the like, it should be understood that applicant, if desired, may rely upon natural circulation, and in that event, it may not be necessary to link a power source to the individual cars.

In Fig. 3, the master car 6 is shown equipped with electrical generator I5 driven by a suitable device I6, such as a motor, internal combustion engine or turbine supplied with steam from the locomotive of the train. This generator will supply the electrical energy necessary to drive or operate the pumps, fans and other elements of the air conditioning equipment. Refrigerating machine II comprises a compressor I8 suitably driven, as by an electric motor (served by generator I5). Nolimitation is made with respect to the type of compressor or driving means therefor. cooperate with the compressor to give the de'- sired refrigerating eil'ect. Although the refrigerating apparatus may be designed to supply liquid refrigerant directly to supply conduit 8, the preferred arrangement is to utilize a medium such as water or brine flowing 'through pipes located within vthe evaporator. In the usual manner,a suitable refrigerant is compressed and 'discharged within condenser 2G; water circulating in pipes within the condenser causes con' densation of the refrigerant which is then delivered to the ,evaporator wherein it is vaporized tocool the water or brine;;the refrigerant then being withdrawn by the compressor and the cycle repeated. The condenser water is discharged through pipe 2I to cooling tower 22, of

suitable design. The cooled water is withdrawn from the tower and discharged by pump 23 to `may be drawn.

An evaporator I9 and condenser 20 lost through evaporation in the cooling tower or otherwise, a reserve supply is maintained in tank 24 suitably located. Pipe 25, and valve 26, provide means for drawingupon this supply when necessary. In the same manner, make-up water if desired, from the tender, in the case of a steam locomotive. 'I'he chilled Water, or brine, is taken from evaporator I9 by pump 2l and delivered through suitably insulated pipe 28 which connects with conduits 8, the various conduits 9 and return conduits 9 being linked together between various cars of the train by suitable flexible couplings similar to the present steam and air connections. Return pipe 29 is similar to supply pipe 28. Electrical conduits similar to I3 and I4 are provided on each of the cars, suitable flexible electrical vcouplings being provided between the cars in order to supply the necessary power.

.In Fig. 4, car I is shown equipped with removable air conditioning unit 30. Compartment 3| in one portion of the car, which for purposes of illustration is shown at one end ofthe car, is equipped with baille or partition 32 and communicates with the pay load compartment area 33 by means of passages or spaces 34 and 35 between the partition and bottom and top of the car. This affords a circulationv of air between areas 3| and 33. The unit 30 is shown attached to hatch 36 which fits within a suitable access opening in the top of the car. 'I'he hatch is designed to fit ltightly within and seal the opening when the unit has been positioned inside the compartment 3|. The unit is'. provided with cooling coils 31, fan 38, motor 39 and suitable supporting means for securing the unit to the hatch. Lead-in conduits 40 and 4I connect to supply and discharge headers of the unit, and are, in turn, connected to supply and return conduits 8 and 9. Flexible coupling conduits may, if desired, be used to connect 40 and 4I to.3 and 9. In Fig. 4, the car is shown equipped with intermediate supply and return` pipes 42 and 43 which constitute a part ofthe permanent equipment of the car. As a result. when putting the car in service, it is merely necessary to couple conduits 3 and' 9 of one car to conduits 3 and 9 of adjacent cars, and connect short flexible couplings 44 and 45 between 4I and 43 and 40 and 42. Similarly, the power lines are connected to each car by intermediate lead-in connection 46 which is suitably linked to I3 and vI4 by connectors. I'he lead-in connection 48 may be a permanent part of the cars equipment and the unit is connected thereto by electrical coupling 41. There is no limitation with respect to the manner of connecting the refrigerant and electrical terminals of the unit to the conduits 42, 43 and 46, nor is there any limitation with respect to the' positioning of conduits 42, 43 and 48 on the car. Thus, if an access door on some types o1' cars enables an operator to enter compartment 3|, it may be desirable to have conduits 42. 43 and 48 terminate within the car and the connections then made to the-unit by suitable links which reach load area of" the car, and no limitation is made 40 for motor 5l;

with respect to the particular type of control employed. Thus, for example, mostat 48 may be suitably positioned within the car Aand respond to changing temperature conditions therein. Refrigerant. control valve 49 isunder the control of thermostat 48 so that when temperature conditions within the car drop below a predetermined minimum, valve 49 will close'and shut off the supply of refrigerant to theuit; Whereas when conditions require cooling, the thermostat will cause the valve 49 to open. The valve may be of the graduated acting type, whereby it will open and close graduallyvresponsive to changes in temperature within a prescribed range, or may be of the positive acting type. Similarly, the speed of fan 39 may be controlled, if desired, by regulating the speed of motor 99 responsive to changing atmospheric conditions in compartment 93. 20 The motor would speed up Vthe -fan. when maximum conditioningand air circulation would be required, whereas upon a drop in temperature below a prescribed minimum limit, the fans speed would be reduced or the operation stopped entirely. In like manner, different methods of control may be employed 'in connection with the operation of the refrigeration apparatus located in master car 6. For example, thermostat 50 in evaporator I9 will respond to changes in load conditions in thecars served by the refrigerating machine as reflected in within the evaporator. Upon a rise in temperature within the evaporator, above a prescribed minimum, the thermostat will cause driving motor 5| (or equivalent driving means) to become operative, thereby starting up compressor i8. If desired, a thermostat 62, responsive to changing conditions in the atmosphere outside the car, may be arranged to close the, circuit By this means, the refrigeration will be started up when the train enters a'warm area. before the temperature of the car interiors has had an opportunity to rise abovel the desired degree. This enables refrigeration to build up storageI capacity to anticipate a rise in "temperature in the cars which -will tend to take place some time after the train has entered the warmer area; and the converse will also be true, i. e., the refrigeration will be reduced or cut ofi when the train enters a cold area, and so prevent freezing. or adverse low temperatures in the cars. On long runs, where Vmountainous stretches and lowlands are traversed, wide ternperature fluctuations, especially under summer conditions are often encountered, and this con' trol will enable. the system to vanticipate the needs of the cars before they are adversely affected. l

The thermostat!!! may also be arranged, if desired, to control a rheostat, for example, arranged i'nconnection-with motor 5|. so Athat the speed of the motor will beregulated responsive to changing load requirements. -Similarly, a dew-point control 53 may be provided to regulate the production of refrigerating effect so that a desired temperature of the refrigerant is always obtained and vthe refrigerating machine cut out of service when the temperature falls below the desired minimum. This will prevent freezing and consequent breakage underconditions when the temperature might fall' below the freezing point.

Similarly, the dewpoint control 99 may be utilized to regulate a heater to be used for raising the temperature of refrigerant in .the

dry bulb therthe temperature plings 56 to refrigerant feed the refrigerant directly within the tanks, as gg evaporator whenever warmer conditions are required in the. cars thanthose existing therein.

Although applicant has outlined various methods of control adapted for use in his system, no limitation is made.- with respect to any specific method of control or types of.apparatus employed, and any equivalent 'arrangement capable of producing substantially the saine results is deemed to be within the purview hereof.

In operation, a series of units 39 will be made available at designated equipment loading or transfer points. As atrain isA made up, the units will be removably positioned in respective com partments 3l of carsrto be conditioned; and the refrigerant supply and return lines, as well as electrical conduits will be connected together between adjacent cars. In the event certain cars are not to be aiIorded refrigerationservice, thevalves 54 will bev kept closed, whereas in iactive cars, the valves will be opened and couplings 44, 45 and 41 connected between the unit in the ends of conduits 42, 43v and 49. In general, electrical wires for controls will be arranged so that one cable leading froxnthe unit will connect not only to the power supply lines,

`but to the controls as well. The master car will be cut into the train andvtherefrigeranr supply then made available to the cars under suitable control as hereinbefore described.

When a car is cut out of the train, valves 54 are closed, the unit and couplings removed,V and if further'refrigeration is required, the bunker 9i Will-be loaded with ice, solid carbonic, or the like, and a hatchcover put in position to seal the top opening. T-he compartment 3l is .uit' ably provided with drains. In the event the master car breaks down, or is removed from a train, or, in the event the car is shunted'to a a refrigerant medium, if available, can be supplied to the unit in like manner as from the master car, provided suitable power supply is available. Otherwise, ice storage or the like will supply the required refrigeration, since the compartment 3l, in accordance with the invention may alternatively be used either as a conditioning chamber adapted to accommodate air conditioning apparatus or as an ice bunker.

In sea-train operations, where cars are loaded upon a boat, refrigerant will be supplied from a central station plant, such as i2 in Fig. 2. Refrigerant conduits 8 and 9, suitably insulated, will be provided in different cargo areas, and be supplied with refrigerant from the central station. The carsn will be equipped with removable units, usually before the cars are placed on the boat, and after the care have been positioned in the cargo space, the units will be conerably in proximity to the refrigerant conduits. I

`In the case oi brine cars, as shown in Fig. 5, the units will be suitably removably positioned within tanks 55. the unitspreferably being sus- Y pended within the tanks in like manner as within the hatch opening shown in Fig. 4'but submerged 'in the brine. The units will thus cool the brine in the tanks 55 in contact with which the air .from 'the car will naturally circulate. Instead orplacing units within tanks 55, applicant may connect a plurality of flexible cousupply conduit 8 and shown. The refrigerant will be returned to the central station throughlexible couplings 51 connecting to return conduit 9. The couplings 51 may be removably connected to overow connections 58 leading from tanks 55. Valves 59 serve to control the ow of refrigerant from the conduits to the cars through the couplings. as illustrated.

Since lcertain changes in carrying out the above process and in the constructions set forth, which embody the invention may be made Without departing from its scope, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

I claim:

l. An apparatus for conditioning the air in a railroad car having a hatch opening formed in the roof thereof, including a removable hatch cover for covering and closing said opening, heat exchange apparatus mounted-upon said hatch cover and extending within the railroad car when said hatch cover is placed in position to close said hatch opening, an electric fan mounted upon said hatch cover proximate saidheat exchange apparatus for circulating air in contact with said heat exchange apparatus, conduits extending through said hatch cover and'connecting with said heat exchange apparatus for circulating conditioning medium through said heat exchange apparatus, and electrical supply lines associated With said hatch cover for supplying electrical energy to operate said fan, said hatch cover and heat exchange apparatus and fan and conduits and electrical supply lines being integrally formed and being removable from said car as a unit.

2. An apparatus for conditioning the air in a `railroad car having a hatch opening formed in the roof thereof, having primary conduits connecting to a source of conditioning medium and having primary electrical supply lines, which inremovably connected with of said vehicle and providing a top passageway cludes a removable hatch cover for covering and closing said hatch opening, a heat exchange coil mounted upon said hatch cover and arranged to extend within the car when said hatch cover is in position to close said hatch opening, an electric fan mounted upon said hatch cover proximate said coil and arranged to circulate air in contact with said coil, secondary conduits associated with said hatch cover connecting with said coil and adapted to be removably connected with said primary conduits for circulating conditioningl medium through said coil, and secondary electrical supply lines associated with said hatch cover connecting with said electric fan and adapted to be said primary electrical supply lines, said hatch cover and coil and secondary electrical supply lines being removable from said car as a, unit.

3. 'Ivhe combination with a normally sealed vehicle having a hatch opening in the roof thereof and a bunker space in alignment with said hatch opening, said bunker space being defined by one end of said vehicle and a tending from near the top to near the bottom and a bottom passageway at the top and bottom nf said partition respectivel connecting the vertical partition exbunker space and the interior ofthe vehicle; of a heat exchange unit removably mounted in said hatch opening and extending into said bunker space, comprising a hatch cover sealing said opening and a heat exchange coil removable as a unit with said hatch. cover, said heat exchange coil having a blower associated therewith adapted to circulate air from the interior of the car through said bottom passageway over said heat exchange coil and back into the interior of the car through said top passageway.

4. The combination with a normally sealed vehicle having a hatch opening, a bunker space in alignment with said hatch opening and means providing communication between said bunker space and another portion of the vehicle interior for the circulation of air between saidbunker space and said other portion of the vehicle interior; of a heat exchange unit removably mounted in said hatchl opening and extending into said bunker space, comprising a hatch cover adapted to seal said opening, and a heat exchange means removable as a unit with saidhatch cover, said heat exchange means having an air circulating means associated therewith adapted to circulate air withdrawn from said other portion of the Vehicle interior past said heat exchange means and back intosaid other portion of the vehicle interior.V

5. 'I'he combination with a normally sealed vehicle having a hatch opening, and a bunker space in alignment with said hatch opening, said bunker space being defined by one end of said vehicle and a verticalpartition extending from near the top to near the bottom of said vehicle and providing a top passageway and a bottom passageway at the top and bottom of said partition respectively, connecting the bunker space and the interior of the vehicle; of a heat exchange unit removably mounted in said hatch opening and extending into said bunker space, comprising a hatch cover adapted to seal said opening, and a heat exchange means removable as a unit with said hatch cover, said means having an aircirculating means associated therewith adapted to circulate air from the interior of the vehicle through said bottom passageway past 'said heat exchange means and back into the interior of the 'vehicle through said top passageway.

6. An apparatus for conditioning the air in a normally closed vehicle having a hatch opening including a removable hatch cover for covering and closing said opening, heat exchange appahatch cover for circulating conditioning medium ,A

through said heatexchange apparatus, and means connected through said hatch cover for operating said air circulating means, said hatch cover, heat exchange apparatus, andair circulatlng means being removable from said car as a unit.

GRAHAM MANVEL BRUSH. 

